Occupant protective apparatus

ABSTRACT

By supporting a weight member in such a manner that it can be moved forward to a certain degree in the case of the car collision, the seeming inertial mass of the car body in the initial stage of the car collision is reduced to thereby generate larger deceleration than the average deceleration in the whole car body, next, the weight member is butted against a movable part which can be moved back and forth with respect to the car body, the thus obtained inertial mass is applied the movable part to thereby cause the movable part, that is, a seat to generate negative car body deceleration (acceleration) temporarily, and, finally, the whole car body decelerates with the average deceleration as an integral unit, whereby not only a preferable car body deceleration waveform for reduction of the occupant deceleration can be realized but also, even in the case of the smaller car body deforming amount (dynamic stroke) than in the conventional car body, the occupant deceleration can be reduced to a great extent. Also, the present occupant protective apparatus can be realized with a simple structure, whereby the car body of a car incorporating this apparatus therein can be made compact.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention relates to an occupant protective apparatuswhich is used in a car to enhance the collision safety of the car.

[0003] 2. Description of the Related Art

[0004] Recently, there has been proposed various car body structures inwhich, in order to enhance the protective effect of an occupant in a carcollision, the deforming mode of the other remaining portions of a carbody than a car room portion of the car body in the car collision is setproperly to thereby be able not only to reduce the deceleration of thecar room portion of the car body but also to prevent the deformation ofthe other remaining portions of the car body from extending over the carroom portion of the car body (see, for example, JP-A-7-101354).

[0005] On the other hand, as a factor which influences the degree ofdamage of the occupant in the car collision, generally, there is knownthe maximum value of the acceleration (or deceleration) of the occupant.Therefore, to reduce the damage of the occupant in the car collision,firstly, the deceleration of the occupant (in the case of the forwardcollision of the car) may be reduced. Also, the deceleration of theoccupant is caused by a force which is applied to the occupant from arestricting device such as a seat belt. However, it is generally saidthat, since the seat belt functions as a spring, when the occupant ismoved forward due to the inertial force thereof and the extension of theseat belt reaches its limit, the occupant deceleration reaches its peakvalue; and, the peak value of the occupant deceleration increases as thequantity of the movement of the occupant due to the inertial forceincreases and also such peak value generally becomes higher than theaverage deceleration of the car body.

[0006] In case where the relation between the car body deceleration andoccupant deceleration is assumed to be input and output with respect toa system composed of the spring (restricting device) and mass (the massof the occupant), it can be seen that the maximum value of the extensionof the spring and the time of such extension depend on the waveform(variations in deceleration with the passage of time) of the car bodydeceleration. Therefore, in order to reduce the occupant deceleration inthe car collision, the waveform of the car body deceleration must beadjusted in such a manner that not only the average deceleration of thecar body can be reduced but also the overshoot of the spring can beminimized as much as possible.

[0007] In a conventional car body structure, a crashable zone, which isconstructed between a collision reaction force generating member (suchas a side beam) and the respective components of the car body structure,is disposed in the front portion of the car body and, in a carcollision, the crashable zone is deformed to thereby absorb collisionenergy caused by the car collision; that is, by selectively setting thedimensions of the respective car body components so as to changecharacteristics of the collision reaction force, the waveform of the carbody deceleration is adjusted.

[0008] As described above, the waveform of the car body deceleration arean important factor in the reduction of the damage of the occupant. And,as the waveform of the car body deceleration that can restrict theoccupant deceleration down to the above-mentioned occupant damagereduction level, there can be expected such a waveform as shown by asolid line in FIG. 9, in which a larger deceleration than an averagedeceleration is generated for a given period of time (a short period oftime) in the initial stage of a car collision; continuously with this,deceleration going in the opposite direction is next generated for agiven period of time (a short period of time); and, after then, the carbody decelerates with the average deceleration. A simulation conductedby the present inventors has confirmed that, according to such car bodydeceleration waveform, the occupant deceleration can be made smallerthan in a constantly decelerating waveform (a rectangular waveform)where a distance (a dynamic stroke) necessary for deceleration of thecar body is kept constant.

[0009] By the way, in the conventional car body structure, since thecrashable zone is always deformed at the collision starting time in sucha manner that the relatively low-strength portion of the crashable zoneis firstly deformed and, after then, the high-strength portion thereofis deformed, the collision reaction force, namely, the car bodydeceleration shows a waveform in which the car body deceleration issmall in the initial stage of the car collision and increases in thelate stage of the car collision. That is, it cannot be said that theconventional car body structure is sufficiently effective on reductionof the occupant deceleration. Also, conventionally, there are proposed amethod for making use of crashing of the side beam to thereby obtain aconstant reaction force, and a method for providing a plurality ofseparation walls respectively at a plurality positions of the side beamto thereby obtain a stable reaction force (JP-A-7-101345).

[0010] However, these conventional methods truly allow the car bodydeceleration to approach a constant deceleration (a rectangularwaveform) but it is quite difficult to obtain a more effectivedeceleration waveform, such as the waveform shown in FIG. 9.

[0011] Also, in an electric car, there is proposed a structure in whicha battery box carried on the central portion of the car body issupported in a movable manner to reduce the mass of the car body thatreceives a load generated by the side beam in the initial stage of a carcollision and improve a deceleration waveform of the car body(seeJP-A-5-238287, JP-A-5-246252, JP-A-5-246253).

[0012] However, the above-mentioned structure is limited to an electriccar with a battery box carried on the central portion of its car bodyand also the mass of a battery is small for the whole car body. That is,in this structure, there is found a problem that the effect thereof onthe improvement in the deceleration waveform is limited.

[0013] In order to reduce the deceleration of the occupant over theabove-mentioned conventional occupant protective apparatus, it isnecessary to generate such a car body deceleration waveform as shown inFIG. 9.

SUMMARY OF THE INVENTION

[0014] The present invention aims at eliminating the drawbacks found inthe above-mentioned conventional occupant protective apparatus.Accordingly, it is an object of the invention to provide a car occupantprotective apparatus which, using a simple structure, not only canreduce properly the deceleration of an occupant in a car collision butalso can reduce the size of a car body.

[0015] In attaining the above object, according to the invention, thereis provided an occupant protective apparatus for use in a car,comprising: a movable part 2 formed integral with an occupant seat 8 (orseat 8 itself) and, when the car collides, movable back and forth withrespect to a car body of the car; an occupant restricting unit (seatbelt 9) disposed on the occupant seat 8 or on the movable part 2 forrestricting an occupant seated on the occupant seat 8; an impactabsorbing part (side beam 3), when the car collides, capable ofabsorbing collision energy generated in the car body with certaindeceleration; a first load transmission member (transmission rod 6 orfront side portion of the side frame 13), in the initial stage of thecar collision, for moving the movable part 2 backwardly throughtransmission of a collision load caused by the car collision; a weightmember (engine 11) supported on the rear portion of the car body in sucha manner that it can be moved forwardly with respect to the car body;and, a second load transmission member (12 or the rear side portion ofthe side frame 13), in case where the weight member is moved forwardlyby a given amount, for transmitting the forward load of the weightmember (engine 11) to the movable part 2, wherein, in the case of thecar collision, a collision load caused by the car collision istransmitted to the movable part 2 by the first load transmission memberto move the movable part backwardly by a given amount with respect tothe car body to thereby apply high deceleration to the movable part 2temporarily, next, the forward load of the weight member (engine 11)moving forwardly due to the inertia thereof is transmitted to themovable part 2 by the second load transmission member 12 to therebyapply a forwardly directed acceleration to the movable part 2temporarily, and, after then, the collision energy is absorbed by thewhole car body.

[0016] According to above-structured occupant protective apparatus, inthe car collision, a load caused by the car collision is transmitted tothe movable part 2 by the first load transmission member (transmissionrod 6), thereby generating larger deceleration than average decelerationin the movable part 2 for a given period of time (for a short period oftime); next, the forward load of the weight member (engine 11) isapplied to the movable part 2 to thereby generate oppositely goingdeceleration (acceleration) in the movable part 2 for a given period oftime (for a short period of time); and, after then, the collision energyis absorbed and decelerated by the impact absorbing part (side beam 3)so as to reach the average deceleration little by little. Thanks tothis, there can be obtained such a waveform as shown in FIG. 9, whichmakes it possible to prevent the deceleration of the occupant fromincreasing suddenly.

[0017] Also, according to another aspect of the invention, there isfurther included a shock absorbing structure (the second loadtransmission member 12 also functions as this structure) which isinterposed between the car body and the weight member (engine 11).Thanks to this, deceleration to be generated after generation of theforwardly going acceleration can be prevented from increasing suddenly.

[0018] As the above-mentioned weight member, there can be used anengine, a transmission, various kinds of motors, a battery, and variouskinds of structures.

BRIEF DESCRIPTION OF THE DRAWINGS

[0019]FIG. 1 is a side view of the main portions of the structure of acar body of a car incorporating therein a first embodiment of anoccupant protective apparatus according to the invention;

[0020]FIG. 2 is a side view corresponding to FIG. 1, showing the initialstage of the collision of the car;

[0021]FIG. 3 is a side view corresponding to FIG. 1, showing the middlestage of the collision of the car;

[0022]FIG. 4 is a side view corresponding to FIG. 1, showing the latestage of the collision of the car;

[0023]FIG. 5 is a side view of the main portions of the structure of acar body of a car incorporating therein a second embodiment of anoccupant protective apparatus according to the invention;

[0024]FIG. 6 is a side view corresponding to FIG. 5, showing the initialstage of the collision of the car;

[0025]FIG. 7 is a side view corresponding to FIG. 5, showing the middlestage of the collision of the car;

[0026]FIG. 8 is a side view corresponding to FIG. 5, showing the latestage of the collision of the car; and,

[0027]FIG. 9 is a graphical representation of the desired waveform ofthe car body deceleration and occupant deceleration.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] Now, a description will be given below of the mode for carryingout the invention with reference to the specific embodiments of theinvention respectively shown in the accompanying drawings.

[0029]FIG. 1 is a side view of the main portions of the structure of acar body of a car to which is applied a first embodiment of an occupantprotective apparatus according to the invention. In FIG. 1, on the mainframe 1 of the car body, there is disposed a movable part 2 in such amanner that it can be moved in the back-and-forth direction of the mainframe 1 with respect to the main frame 1. The main frame 1 is fixedintegrally on the upper surfaces of a side beam 3 serving as an impactabsorbing part which is disposed on the right and left side portions ofthe car body and also extends from the front portion of the car body tothe rear portion of the car body; and, the main frame 1 is composed of afloor portion 1 a of a car room 4, and a portion 1 b which rises fromthe floor portion 1 a at the boundary portion between the car room 4 andhood chamber 5 and extends up to the front edge portion of a windshield.

[0030] The movable part 2 includes a base 2 a movably disposed on thefloor portion 1 a of the main frame 1 and a seat 8 mounted on the base 2a. A seat belt 9 forming a restricting device is disposed on the seat 8as an integral part thereof. The shoulder side anchor point 9 a of theseat belt 9 is disposed on the upper end portion of a seat back 8 a ofthe seat 8. By the way, between the seat 8 and base 2 a, there isinterposed a support structure composed of a rail and a slider (neitherof which are shown) in such a manner that the seat 8 can be adjusted inposition in the back-and-forth direction thereof.

[0031] To the movable part 2, there is connected the rear end of atransmission rod 6 which serves as a first load transmission member. Thefront end of the transmission rod 6 is connected to a bumper beam 3 asimilarly to the side beam 3. Therefore, in the initial stage of a carcollision, a collision load caused by the car collision can betransmitted to the movable part 2 through the transmission rod 6.

[0032] In an engine room formed in the rear portion of the car body, anengine 11 serving as a weight member is supported on the side beam 3through a slider 10 in such a manner that it can be moved forwardly.Here, alternatively, the engine 11 may also be supported by a supportstructure which is properly designed such that, in a car collision, itis deformed plastically to be thereby movable forwardly with respect tothe side beam 3 or the proper frame of the car body. Also, a second loadtransmission member 12 is provided on the engine 11 to project forwardlyfrom the engine 11. The second load transmission member 12 is spaced bya given distance L from the movable part 2 and also, in case where theengine 11 is moved forwardly in the car collision, can be butted againstthe movable part 2 to thereby transmit a forward load due to the inertiathereof to the movable part 2. Further, the second load transmissionmember 12 has, for example, a honeycomb structure which serves also as ashock absorbing structure; that is, when the second load transmissionmember 12 is butted against the movable part 2 (which butting operationwill be discussed later), it transmits a shock load caused by thebutting operation to the movable part 2 while dampening the shock load.

[0033] Now, a description will be given below of the collision state ofthe thus structured car with reference to FIGS. 2 to 4.

[0034]FIG. 2 is a side view of the main portions of the car bodysimilarly to FIG. 1 and shows an initial stage of the car collision. Forexample, in case where the car collides with an obstacle W, the frontpanel portion of the outer plate of the car body is crashed and,immediately after this, the car body forwardly projecting end portion ofthe side beam 3 is butted against the obstacle W. The side beam 3 isstarted to crash and generates a predetermined deceleration. At the sametime, a rearward load is transmitted to the movable part 2 through thetransmission rod 6, so that the movable part 2 is moved backward.Therefore, in the movable part 2, there is generated for a given periodof time (a short period of time) deceleration which is larger than theaverage deceleration. Also, since the engine 11 serving as a weightmember continues to move forwardly due to the inertia thereof, the massof the whole car at the then time seemingly decreases by an amountequivalent to the engine 11 and, due to this, in the car body, there issimilarly generated for a given period of time (a short period of time)a deceleration which is larger than the average deceleration. As aresult of this, the seat belt load of the seat 8 rises up earlier thanin the conventional occupant protective apparatus, so that thedeceleration of the occupant is also generated earlier.

[0035] In the middle stage of the car collision shown in FIG. 3, theengine 11 is moved by the distance L and the leading end of the secondload transmission member 12 is butted against the rear end of themovable part 2, thereby applying a forward load to the movable part 2.Due to this, in the movable part 2, there is generated oppositelydirected deceleration, that is, forwardly directed acceleration, wherebythe relative movement of the movable part 2 with respect to the car bodyis caused to stop while deforming the transmission rod 6.

[0036] Such generation of the deceleration in the collision advancingdirection provides deceleration on the negative side shown in FIG. 9;that is, due to this oppositely going deceleration, while receiving thetensile force of the seat belt 9, the forward movement of the engine 11relative to the car body is caused to stop. By the way, the car bodydeceleration in FIG. 9, as described above, is based on the shoulderside anchor point 9 a.

[0037] Here, in case where the characteristics of the seat belt 9, thedistance L between the second load transmission member 11 and movablepart 2, and the transmission rod 6 are designed properly so that thespeed and deceleration of the occupant can be equal to the speed anddeceleration of the seat 8 at the time when generation of the negativeside deceleration of the seat 8 is ended, that is, at the time when theforward movement of the engine 11 relative to the car body is stopped,the occupant does not generate a relative movement to the seat 8 butbecomes integral with the seat 8 and continues to decelerate. That is, aride-down effect can be used to the full.

[0038] In the late stage of the car collision shown in FIG. 4, due tothe above-mentioned butting contact of the second load transmissionmember 12 with the rear end of the movable part 2, the transmission rod6 and the second load transmission member 12 having the shock absorbingstructure are gradually crashed to thereby increase the shock absorbingamount thereof gradually; and, due to stop of the forward movement ofthe engine 11 relative to the car body, the deceleration of the movablepart 2 is again increased gradually.

[0039] After then, the movable part 2 becomes substantially integralwith the main frame 1, the crash of the side beam 3 and transmission rod6 advances further, the occupant turns into a ride-down state withrespect to the car body, and the car body deceleration and occupantdeceleration become almost equal to each other until the car collisionends (see FIG. 9).

[0040] In the car collision, the car body is structured such that it canbe deformed in the above-mentioned manner and, as shown by the graphicalrepresentation in FIG. 9, there can be generated proper variations inthe deceleration of the car body and occupant. Also, even in case wherea sufficient speed difference between the movable part 2 and main frame1 cannot be secured and the portion of FIG. 9 in which the car bodydeceleration becomes negative cannot be secured sufficiently, whencompared with the conventional car, the ride-down state of the occupantin the late stage of the car collision can be enhanced.

[0041] Now, FIG. 5 is, similarly to FIG. 1, a sectional side view of themain portions of the car body structure of a car to which is applied asecond embodiment of an occupant protective apparatus according to theinvention. In FIG. 5, similar parts thereof to those in the firstembodiment are given the same designations and thus the detaileddescription thereof is omitted here.

[0042] In the present structure, the front side portion of a side frame13 is supported on the main frame 1 in such a manner that it can bemoved backwardly by a given distance L with respect to the main frame 1.Also, on the rear portion of the side frame 13, there is mounted anengine 11 and, on the front side portion of the engine 11, the sideframe 13 includes a neck portion 13 b serving as a shock absorbingstructure which, in order that the engine 11 can be moved forwardly withrespect to the main frame 1, when a head-on collision occurs, receives acollision load and is buckled and deformed at and from the neck portion13 b. The deformation starting load of the neck portion 13 b is set suchthat the neck portion 13 b provides no obstacle in the normal runningoperation of the car and, in the head-on collision, the neck portion 13b receives a collision load and starts its deformation to thereby causethe engine 11 to move quickly in the forward direction. Further, theside frame 13 is fixed to the floor portion 1 a of the main frame 1 inthe portion thereof between the neck portion 13 b and the mountingportion of the engine 11. By the way, the quantities of the relativemovements of the further rear side portion of the side frame 13 than theneck portion 13 b, the main frame 1 and the engine 11 with respect tothe front side portion of the side frame 13 are respectively determinedby the distance L between the rising portion 1 b and the front crankportion 13 c of the side frame 13. On the other hand, the seat 8 servingas a movable part is mounted directly on the front side portion of theside frame 13 than the neck portion 13 b. Therefore, in the presentstructure, the front side portion of the side frame 13 functions as afirst load transmission member, whereas the rear side portion thereoffunctions as a second load transmission member. The other remainingportions of the present structure are similar to those of the firstembodiment.

[0043] Now, a description will be given below of the collision state ofthe car structured in the above-mentioned manner with reference to FIGS.6 to 8.

[0044]FIG. 6 is, similarly to FIG. 5, a sectional side view of the mainportions of the car body structure of a car, showing a state of theinitial stage of the car collision. For example, in case where the carcollides with an obstacle W, the front panel portion of the outer plateof the car body is crashed and, immediately after this, the car bodyforward projecting end portion of the side beam 13 is butted against theobstacle W. The front end portion of the side beam 13 starts to becrashed, thereby generating a given level of deceleration. At the sametime with this, due to the forward loads of the engine 11 and main frame1, the neck portion 13 b starts to be deformed, while the engine 11 andmain frame 1 start to move forward with respect to the front sideportion of the side beam 13. Therefore, the mass of the whole car at thethen time seemingly decreases by an amount equivalent to the engine 11and main frame 1, so that deceleration larger than the averagedeceleration is generated for a given period of time (a short period oftime). This deceleration is transmitted to the seat 8 through the frontside portion of the side beam 13. Due to this, the seat belt load of theseat 8 is allowed to rise earlier than in the conventional structure andthus the deceleration of the occupant is also generated earlier.

[0045] In the middle stage of the collision of the car shown in FIG. 7,the neck portion 13 b serving as a shock absorbing structure isbottomed. Here, the forward loads of the engine 11 and main frame 1,which have a relative speed to the seat 8 and also have sufficientlylarge mass, are transmitted to the seat 8 through the rear side portionof the side frame 13. Due to this, there is generated deceleration whichdirects to the opposite direction, that is, acceleration which directsto the forward direction.

[0046] Here, preferably, the characteristics of the seat belt and thegenerating load of the neck portion 13 a serving as a shock absorbingstructure may be designed in such a proper manner that the speed anddeceleration of the occupant can be equal to the speed and decelerationof the seat 8 at the time when generation of the opposite-directionacceleration of the seat 8 is ended.

[0047] In the late collision stage shown in FIG. 8, even after the neckportion 13 b is bottomed, as the peripheral portion of the neck portion13 b is buckled and deformed, the deceleration of the movable part 2 isagain increased gradually until the forward movement of the engine 11with respect to the side frame 13 is caused to stop. And, the risingportion 1 b is butted against the front crank portion 13 c of the sideframe 13 to thereby stop the relative movement between the side frame 13and the main frame 1. As a result of this, the side frame 13, main frame1 and engine 11 form substantially an integral unit, the crash of theside beam 13 advances, the occupant is held in a ride-down state withrespect to the car body, and the car body deceleration and the occupantdeceleration are kept almost equal to each other until the end of thecar collision (see FIG. 9).

[0048] Here, preferably, the load that is generated by the front sideportion of the side frame 13 may be set in such a proper manner that thethen deceleration of the car body can be equal to the targetdeceleration of the occupant.

[0049] While only certain embodiments of the invention have beenspecifically described herein, it will apparent that numerousmodifications may be made thereto without departing from the spirit andscope of the invention.

[0050] As has been described heretofore, in an occupant protectiveapparatus according to the invention, by supporting a weight member insuch a manner that it can be moved forward to a certain degree in thecase of the car collision, the seeming inertial mass of the car body inthe initial stage of the car collision is reduced to thereby generate adeceleration which is larger than the average deceleration in the wholecar body including a seat, next, the weight member is butted against amovable part which can be moved back and forth with respect to the carbody. Further, the inertial mass is applied to the movable part tothereby cause the movable part, that is, a seat to generate negative carbody deceleration (acceleration) temporarily, and, finally, the wholecar body decelerates with average deceleration as an integral unit.Thanks to this, not only a preferable car body deceleration waveform forreduction of the occupant deceleration can be realized but also, even inthe case of the smaller car body deforming amount (dynamic stroke) thanin the conventional car body, the occupant deceleration can be reducedto a great extent. Also, since the present occupant protective apparatuscan be realized with a simple structure, the car body incorporating thisapparatus therein can be made compact.

[0051] Further, when compared with a structure in which the occupantdeceleration is reduced using a load limiter as a restricting device,the moving amount of the occupant within the car (the displacementamount of the occupant with respect to the car body) can be reduced,which in turn can reduce the possibility of occurrence of a secondarycollision.

What is claimed is:
 1. An occupant protective apparatus for use in acar, comprising: a movable part formed integral with an occupant seatand movable back and forth with respect to a car body in a collision ofthe car; an occupant restricting unit disposed on one of said occupantseat and said movable part for restricting an occupant seated on saidoccupant seat; an impact absorbing part absorbing a collision energygenerated in the car body with a predetermined deceleration in the carcollision; a first load transmission member, in the initial stage of thecar collision, for moving said movable part backwardly by a collisionload caused by the car collision; a weight member supported on the rearportion of said car body in such a manner as to be movable forwardlywith respect to the car body in the car collision; and, a second loadtransmission member for transmitting the forward load of said weightmember to said movable part in case where said weight member is movedforwardly by a predetermined amount.
 2. The occupant protectiveapparatus according to claim 1 , further comprising: a shock absorbingstructure interposed between said car body and said weight member. 3.The occupant protective apparatus according to claim 1 , wherein, in thecar collision, the collision load caused by the car collision istransmitted to said movable part by said first load transmission memberto move said movable part backwardly by a predetermined amount withrespect to said car body to thereby apply a high deceleration to saidmovable part temporarily, next, the forward load of said weight membermoving forwardly due to the inertia thereof is transmitted to saidmovable part by said second load transmission member to thereby apply aforwardly directed acceleration to said movable part temporarily, and,after then, the collision energy is absorbed by the whole car body. 4.The occupant protective apparatus according to claim 1 , wherein saidweight member includes at least one of an engine, a transmission, amotor and a battery.
 5. The occupant protective apparatus according toclaim 1 , wherein said impact absorbing part is a side beam connected toa bumper beam, and said first load transmission member is a transmissionrod connected to said bumper beam and said movable part.
 6. An occupantprotective apparatus for use in a car, comprising: a main frame having afloor portion; an occupant seat movable back and forth with respect tosaid main frame in a collision of the car; an occupant restricting unitdisposed on said occupant seat for restricting an occupant seated onsaid occupant seat; a side frame for absorbing a collision energygenerated in the car body with a predetermined deceleration in the carcollision, said side frame including: a front portion attached with saidoccupant seat; a rear portion fixed to said floor portion; and a neckportion disposed between said front portion and said rear portion to bebuckled in the car collision; and a weight member supported on the rearportion of said side frame in such a manner as to be movable forwardlywith respect to the car body in the car collision.
 7. The occupantprotective apparatus according to claim 6 , wherein said side frame hasa restricting portion abutting said main frame in the car collision soas to restrict a moving amount of said occupant seat with respect tosaid main frame in the car collision.